Locomotive



J. C. MARIS June e, 195oY LOCOMOTIVE 2 Sheets-Sheet 1 Filed Oct. 3, 1945 w mwwmimi ...u

J. C. MARIS June 6, 1950 LOCOMOTIVE 2 SheetS--Sheefl 2 Filed Oct. 3, 1945 Patented June 6, 1 950 UNITED STATES PATENT G'FFICE 2,510,931r LoooMoTivE JamesC. Maris, (llenolden,V Pa., assgnor to The, Baldwin Locomotive Works, a corporation of Pennsylvania Application october 3, 1945-,.sena1iNo. 620,125

longer locomotives a necessity and this, in time,

has introduced new problems due to the stresses and strainsset up in theA structure' of -the locomotive because of the great lengths and weights that are involved.

For example, a long heavy locomotive-mustV be raised for services and repairs but the weights and lengths involved make the matter of' lifting very difficult as the stresses become focussed onl points that cannot always be predisposedto take them and buckling, or failure or parts, becomes a very apparent source of danger. y

Some of the objects of this invention are: to provide an improved locomotive assembly in whichoverhanging weighted parts are so reinforced asto be practically apart of a substantially rigid unitary structure; to Aprovide a steam locomotive with'a central boiler section between a power' plantl section and alfuel bunker section,- so related to each that the boiler` section may be; effectively used in such `a manner to add greatt strength to the unitary structure; to provide a locomotive in which a central steam boiler section` has arpower plant section connected to it in asimple, direct and sturdy manner; to provide a locomotive wherein increased poweris obtained with an eiiiciency distributed traction, and in which the upper portions ofthe locomotive are separable for accessto the respective portions; to provide a locomotive of maximum length to'v meet present day load conditions while still'capable of negotiating track'curves at required-speeds, the structure being reinforced to absorb torsion and shear loads arising toward the ends vof the lo'comotives; to provide an elongated locomotive whichis reinforced to absorb torsion and shear loads toward-the ends of fthe locomotive while being readily disassembled to enable removaland servicing of the respectivegend portions of the locomotive; to providea steam locomotive with a centrally disposed boiler` section, and with-lan end portion carrying` the -powerplant units withA reinforcements carrying shear and `torsion loads`- into the central portion and-with continuity of the locomotive structure, but which-is readily separable for separateand independent relative (ol. ita-36 Cil 2A4 movements by cranes for service and repair; and many' other objects and advantages whichpwillV become apparent as the description proceeds.

In the accompanying drawings, Fig. 1 representswa'side' elevation of*v a locomotive embodying one form ofthe presentA invention; Fig. 2 represents an enlarged elevation, partially in section, of the power plant assembly at the rear of the locomotive, showing the dismountable tension members of the reinforcing` assembly; Fig. 3

representsa transverse section Vtaken on line 3-3 of Fig. 2; Fig. 4 represents a side elevation similar to Fig. l, with theintegrated front and rear end portions disconnected and removed from the central portion-in accordance with a feature of the invention;A Fig. 5 represents` a relatively' enlarged side elevation, partially in section, ofthe removedV power plant assembly portion of the locomotive of Fig. 4 as it may be relatively moved from its former position on the locomotive; Fig. -represents a; view similarto thatof Fig. 5, of the front fuel bunker portion of the locomotive assembly as'removed from the locomotive of Fig. 4;- Fig. 'l representslatransverse sectionA through the locomotive according to the preferred form of invention taken on linei '1 -.l of Fig. 1; Fig. 8 represents-a similar transverse section through the preferred form -of locomotive taken on line @+8 'of Fig. 1; and'Fig. 9 represents a fragmentary-` enlarged section of a detail of the tension strut` mounting. Y Y, y

YReferring to the drawings, a locomotive of the elongated unitarypcab typel is shown inY Fig. 1,

wherein the fuel bunker unit I0 is at the front,

followed in Ysuccession by the engineers cab p01*-,

tending lengthwise beneathall ofY the units; .In the-present instance, to facilitate the purposesrof the invention, -the mainframe comprisesa front section i4, a= rear section i5, and an intermediate section It, "whichlatter serves to support'the" main load, and includes/saddles II'upon which the boiler i 8 "is seated. VThetwo pai-rs of meeting ends, respectively ofy l5 andV It, andof Hand-I6, arearranged for interittingA and interlocking re,- lationin any-desired manner to enable dismountY ing `when required, but tomaintain rigid coextension ofthe respective'main Yframe portions' in anchored assembly during the operative -condition'f As illustrated, the rearV sill" of the locomotive.

or frame portion I5 at its front end and the front sill or frame portion I4 at its rear end are stepped to provide a downwardly presenting horizontal step surface I9 between staggered vertical wall surfaces 20 an 201 forming an underhanging end. Both ends of the central frame portion I6 are shaped oomplementally thereto. Each end has an upwardly presenting horizontal surface 2I between staggered vertical walls 22 and 23, reversely staggered relative to vertical surfaces 26 and 23' of the frame sections I4 and I5 and forming an overhanging end. The parts are juxtaposed with the respective horizontal and vertical surfaces in contact and are anchored in this relation. A11 illustrative form of anchor comprises an upper flanged slotted or angular U-shaped strap 24, or a plurality thereof, engaging lips 25 and 26 on the respective sections, and bolted to the sections through the flanges as by bolts 3l. A lower flanged slotted or angular U-shaped strap 21 or plurality thereof engages lips 28 and 30 on the respective sections, and bolts or the like 3l fasten the lower straps to the sections. It will be understood that similar end, but reversed, formations and fastenings are provided for the juncture of the central section I6 with the front section I4. It will be observed that the terminal extensions will be for all practical purposes rigid continuations of the main central frame section I6, being braced and held against both torsion and shear at the joints. rlhe front end of section I6 will be shaped similarly to the rear end but presenting an underhanging end in the opposite direction.

For supporting the sectional main frame of the locomotive with its supported parts, to be described, a plurality of trucks are provided including a front guiding truck 33, a power driven truck 34, an intermediate truck 35, a rear power driven truck 36, and a trailer truck 31. Thus, the fuel bunker section I4 is carried by a center pivot bearing 38 upon the power truck 34, while the forward extension of the latter is carried by the bolster 4U of the guiding truck 33. The boiler unit l2 and the generator unit assembly I3 are supported by a center pvot bearing il between the main frame portion IE and the power driven truck 36, the opposite end extensions of the latter being supported respectively by the bolster 42 of the intermediate truck 35, and the trailer truck 31.

The front end of the locomotive comprising the fuel bunker IU is covered by a housing or hood 43, suitably apertured to receive fuel, and carries the intakeend 44 of the stoker device 45, and the stoker is arranged for disassembly or separation at a point 46 under the cab portion II of the locomotive. The fuel section I5 is braced by sets of respectively laterally disposed inclined struts 41, 48, and 5D, extending between the main frame front extension I4 and the smaller sub-frame member extending longitudinally of the fuel section IG, as at 5I, and terminating in an eye piece 52 mounted on a vertical compression strut 53 extending between the eye piece and sub-frame 5I, and the frame section I4 adjacent to the rear end of the latter. When the front section is to be tied in to the main section of the locomotive, an inclined tension member 54 is connected at the upper end to the eye piece 52, and at its lower rearward end to an eye stud 55 mounted rigidly on the main central frame section I6 adjacent to the forward end of that section. The hood 43 of the fuel section is abutted in a line of jointure with the unitary housing 15 of the cab and steam boiler portion so that the jointure is in a plane transverse of the locomotive. If desired, this joint can be sealed in Iany desired way, but it is important that the housings be readily separable, so that upon disconnecting the stoker at 46, removing the tension links 54 from each side of the locomotive, and disconnecting the abutting ends of the sections I6 and I4, by removing the anchoring straps, the entire fuel section end can be lifted by a crane and removed for any desired purpose without disrupting any portion of the remainder of the locomotive. This is indicated in a general way by the relationship of the fuel section I0 of Fig. 6, to the partially dismantled locomotive in Fig. 4.

The rear end of the locomotive contains, in portion I3, the power plant of the locomotive, namely the steam turbine and generators for the electric motors associated with the power wheels of the trucks, one form of suitable motorized trucks being disclosed in my copending application, Serial No. 623,323, led October 19, 1945. Obviously, any sort of conversion system can be used, but, illustratively, generators 51 are driven by turbine 58, and these are mounted on the sill or main frame rear extension section i5. These units are very heavy and may not 'rely safely for their sole support upon the rigidity of the anchorage of the extension frame to the main sill or frame section I6, especially in view of the inevitable upward and downward impulses and the swaying or yawing impulses developing as a function of the deviations of the locomotive from straight smooth travel. The bending moments thus developed would be severe.

To reinforce the rear power plant assembly portion, a pair of laterally disposed side sub-frame members are provided as at 6U a little over half way up from the sill portion I5 to the upper limits of the housing structure 6I of the rear portion I3, and extending longitudinally of the portion substantially parallel to frame I5, and a plurality of inclined truss members respectively 62, 63, 64 and 65 extend rigidly between the main frame member I5 and the sub-frame members 60, to make rigid the whole. Each sub-frame member Gl) includes a rearwardly disposed thrust block 66 having a bore 61 through which a tension rod 68 passes from an anchor tie 10 on the upper portion of the end of the boiler I8, from which the tension rod is disconnectible when desired. The lower free end of the tension rod 68 beyond the thrust block 66 carries a. anged element 69 against which a pair of concentric coiled springs, respectively `II and 12 surrounding the rod 68 are compressed between element B9 and the thrust block 66. It will be seen that the loaded springs 1I and 12 give a little relief to permit slight flexure of the extreme end of the rear unit I3 in response to exaggerated whipping thereof. For all normal locomotive use, even at high speeds, however, the tension on the rod 68 and the loading of the springs is such that little relative motion of the rod end 68 and the block 66 occurs. At the forward or boiler end each of the respective sub-frame members 60 carries an eye 13 just inside of the front edge 14 of the housing 6l of the rear unit, where it abuts the complemental edge of the housing 15 of the central boiler unit. A tension rod 16 is removably connected to the eye 13 and extends forwardly and downwardly to an eye 11 anchored rigidly to the main frame section I6, at an appreciable' amasar distance from the-rear end -of theiframe-section; The tens-ion rods and 16"' carinT theexcess loads of-"therearportion intothe centralboilersection, as will be cleanv It: willi alswbe clear that it'v ismerely necessary toiincouplethe tension rods; at one or/theothenoriboth ends thereof; and to`- remove theA llanged clamping piecesA from the.. join-t between'- the mainV frame portions I and" t6; withaun otherlk connections that may have beenI established betweenv the portions; when it willu be`- possible5` to disconnect and vremovethe entire @powereplanti assembly i3; Such removalenablesfwork'upon-and service to thev rear portion alone; orrthe replacement thereofwith another assembled unitduring the repairs, as well as work-upontheadjacent portions of# the central-f portion, witheaseY and. quickness;

It is thought that the-simplicity-and advantagesfof the 4invention` willbe clean Having thus described mir-invention, Ifclaim:

1. A- locomotive comprising -a/.plurality oif'power trucks, and a main frame pivotally supported on each ofv said power trucks, saidmain-frame comprising a pluralityl ofv sections, means for detachablyuniting the sectionstogether.I so that said. main frame is. a' single continuous rigidv structure, a locomotive superstructure compris.- inga plurality. of: units respectively mounted on and removable with the respective sections of the main frame, and supplemental detachable means for connecting therespective. units together and for assisting the rst mentioned means in transmitting, the load of one unit to the adjacent' unit.

2. A- locomotive comprising a main frame sec tion, a. steam. boiler section mounteda on.: the main frame. section, a power. plant unit. including a main o frame. supplemented; extension. truss means in. the power, planteunitg having' an attaching` point above thellevelzoiftlie mainlframe sectionr and means. forfdetacha-bly connecting the steam'. boiler. section, tothe;I attaching point ofthev truss.. meansmf. the power.y plant@l unitlto transmit stresses arising. inthefpower planttunlt to the steam boiler unit whereby substantially the entire weight of said power plant is carried by said main frame section.

3. A locomotive comprising a plurality of power trucks, a steam boiler plant unit and a power plant unit in longitudinally juxtaposed relation, means coupling the power plant unit to and substantially supporting it on the steam boiler plant unit in a rigid locomotive assembly, said means being detachable to permit separation of the power plant unit from the locomotive, and means for pivotally supporting the rigid locomotive assembly on each of said trucks.

4. A locomotive comprising a steam boiler plant unit and a power plant unit in longitudinally juxtaposed relation the boiler plant unit including a main frame section and the power plant unit including a longitudinally juxtaposed main frame section, means for supporting the power plant frame section on the boiler plant frame section, means for coupling the power plant unit to the steam boiler plant unit, and means for detachably connecting said frame sections together whereby upon disconnection of the coupling means and the detachable means the power plant unit, together with its frame section can be removed as a unit from the steam boiler plant unit.

5. A locomotive comprising a main frame composed of a plurality of longitudinally aligned frame sections includinga. main section; and@ an extension sections incarna detachably; connect.:- ing the sections; into` af. substantially. rigidi' main trama. an@v articulated: wheeled.. truck; system.; for

the mainframe, plural.` means disposed:betweenV the mainsection andltlieztruclnsystemsin lungi-.f tudinallyspacedrelation. for: transmitting. the' loadsof the mainev section to theatruckrsystem; alocomotive.superstructuremountedomthe.sub stantially rigid vmain frame andl including. ai substantially continuous. housing having; a.; plu-1y rality of: transversefsurface brealcsl,..saidi-; breaks defining on each side longitudinally. of,r the locos motive related: but. separate locomotive umts,

, means-.separate trom thehousingfon detachably connecting` adjacent unitstogether, tcarry, supe porting stressesffrom the unit mountedonrtlre' cxtensil'mfsec-tion into theiadjacent.y unitimounted on said' section whereby. upon.- detachment othe frame sectionI.coi-.imacting,V meaznson'esncl1 unit` and its; frame section;4 and housing earnV be bodily vremoved from-,z the remainder'. ott; the-.locos motive i includingA saidl wheeled truck system;A

6; A.: locomotive:l comprising a: main.; frame iormed-v ot; a1 plurality of; relatively aligned.; sec? tions, means lio-r` detachablp` connectingvtlie. jux. taposed ends foi-1 adjacentssections` to. each other; a. power plantunit.- mountedl on` onev sec-I tion, bracing.y truss: means operatively connected tothe power plant: fram-e; at locomotive unit mounted-on. the `main frame section` adacentxto the poweri plant: unitameansf-for detacliablycom necting: the bracing'truss. means tor a portion-ortho saidlocomotivefunitlabove the'rlevel o-the said mainframe section thereoftoztransmitizstresses arisingv thel power?` planta unit into. the said locmmotifvel unit, .saidi braeingfftmss. means being provided' 'on each. side laterally'of the powers. plant unit,y and: said last mentioned.: detachable con: necting meanscomprising tensiommeanslhaving a.- point: of` attacl'lmenty to saidloconfmtivel` unit higher than.- its attachment1toethe` bracing: truss means;

v7; A locomotive comprisingv a' main:l frame forn'le'd:4 of a. plurality ofi.' relativelyaligned sections,` meansifori detachablyconnectingxtne juictaposed ends of adjacent sections, a power plant unit mounted on one frame section, bracing truss means including a frame element spaced from the main frame section, a locomotive unit mounted on the main frame section adjacent to the section mounting the power plant unit, means for detachably connecting the frame element of the bracing truss means to a portion of the said locomotive unit above the level of the said main frame section thereof to transmit stresses arising in the power plant unit into the said locomotive unit, said bracing truss means being :provided on each side laterally of the power plant unit, and said last mentioned means for detachable connection comprising tension means having a point of attachment to said locomotive unit higher than its attachment to the lbracing truss means, and supplemental tension means extending from said frame element to the main frame section of said locomotive unit.

8. A locomotive comprising a main frame formed of a plurality of relatively aligned sections, means for detachably connecting the juxtaposed ends of adjacent sections in substantially rigid relation, a locomotive unit mounted on each of adjacent sections of the main frame, a truss bracing on one locomotive unit connected to its main frame section and having a thrust blocl= -'above the level of the said main frame section thereof, a tension rod extended through the thrust block and connected detachably to the adjacent locomotive unit, said tension rod having a transverse abutment, and a loaded coil spring surrounding the tension rod engaged between the abutment and the thrust block and arr-anged to yield and expand in response to variations in torsional stresses arising in the rst mentioned locomotive unit relative to the detachable connection between the main frame sections of the said respective juxtaposed locomotive units.

9. A locomotive comprising a main frame formed of a plurality of relatively aligned sections, means for detachably connecting the juxtaposed ends of adjacent sections in substantially rigid relation, a plurality of locomotive units mounted respectively on each of the respective main frame sections, longitudinally extending detachable connections between adjacent locomotive units to form a complete integrated unitary locomotive, said means for detachably connecting and said detachable connections being arranged for disconnection to permit removal of one locomotive unit relative to an adjacent unit, said respective locomotive units comprising a central steam boiler unit, and terminal power plant and fuel tender units.

l0. A locomotive comprising a main frame formed of a plurality of relatively aligned sections, means for detachably connecting the juxtaposed ends of adjacent sections in substantially rigid relation, a plurality of locomotive units mounted respectively on each of the respective main frame sections, longitudinally extending detachable connections between adjacent locomotive units to form a complete integrated unitary locomotive, said means for detachably connecting and said detachable connections being arranged for disconnection to permit removal of one locomotive unit relative to an adjacent unit, said respective locomotive units comprising a central steam boiler unit, terminal power plant and fuel bunker units, and each said unit having an enclosing housing,

with the respective housings in substantial abutting engagement to form a unitary single housing for the entire locomotive in assembly.

11. A locomotive comprising a main frame formed of a plurality of relatively aligned sections, means for detachably connecting the juxtaposed ends of adjacent sections in substantially rigid relation, a plurality of locomotive ,units mounted respectively on each of the respective main frame sections, longitudinally extending detachable connections between adjacent locomotive units to form a complete integrated unitary locomotive, said means for detachably connecting said detachable connections being arranged for disconnection to permit removal of one locomotive unit relative to an adjacent unit, truss .bracing on at least one of the locomotive units including a frame member spaced from the main frame section of the instant unit, said truss bracing including a longitudinally spaced thrust block and an eye piece, said detachable means comprising a tension rod engaging the thrust block and extending to the adjacent locomotive unit above the level of the main frame section thereof, and a tension device engaging the eye piece and connected to the main frame section of said adjacent locomotive unit.

JAMES C. MARIS.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 27,002 McDowell et al. Jan.3l, 1860 258,504 Thomas May 23, 1882 645,553 Davis Mar. 20, 1900 1,070,211 Vauchlain Aug. 12, 1913 1,592,331 Boltshauser July 13, 1926 1,603,436 Whitelegg Oct. 19, 1926 1,631,661 Warren June 7, 1927 1,757,242 Fraser May 6, 1930 1,995,047 Hasse Mar. 19, 1935 

